Change speed gear



May 6, 1941- A. MAIER CHANGE SPEED GEAR 2 sheets-Sheet 1 Filed April 22, 1936 mm m May 6, 1941- A. MAIER 2,240,995

CHANGE SPEED GEAR 2 sheets-shea 2 Filed April 22, 193s Patented May 6, 1941 Germany, assign abrlk Friedor to rlchshaien Aktiengesellschaft, Friedrichshafenon-the-Bodensee, Germany Application April 22, 1936, Serial No. 75,793

3 Claims.

Application has been iiled in Germany on May 10, 1935.

.The present invention relates to improvements in change speed gears, giving four or more speeds `more particularly for power driven vehicles, of

the type wherein pairs of constantly meshing toothed wheels are used, these toothed wheels being mounted on the one hand upon coaxial driving and driven shafts, and on the other hand upon a secondary .or countershaft the driving shaft-being journalled in the gear casing only at the inlet point thereof to the casing and the driving shaft being joumalled in said casing only at the exit point thereofLand one of the pairs of toothed wheels xed'ly mounted upon the driving shaft and the countersh-aft, respectively, being constantly operative, Ithe wheels of this pair being whereby the countershaft is constantly driven from the driving shaft.

' Gears of this type are usually constructed for three or four forward Vspeeds and the reverse speed.

The object of the invention is to provide a construction of a gear of this type which will occupy the minimum space and will be very suitable for use on motor cars as well as commercial vehicles. Another object of the invention is to reduce as far as possible the noise produced by- Ithe invention is to facilita-te change from one speed to another and reduce as far as possible the time required for changing, Particularly When employing synchronizing devices of a known kind.

Another object ofthe invention is to provide very simple operating means for shifting the clutches or other means by which change of speed is effected, and to reduceas far as possible the space required by the operating means.

Another object of the invention is to reduce as far as possible the number of gear" parts running loosely in theidle run condition of the gear and when the various speeds are brought into action.

Another object of the invention is to reduce as far as possible the agitation of the lubricating oiloccas'loned by the loose nmning of the gear As the agitation of the oil is considerably reduced, the changing from one speed to another is greatly facilitated. l` Another object of the invention is to facilitate the changing by a very simplilied construction of the operating device.

v An important feature of the invention is the fact that a pair of wheels which gives the lowest Germany May 10, 1935 speed is arranged directly adjacent to the pair of wheels which is constantly operative for driving the secondary or countershaft from the main shaft, the loose wheel of the first mentioned pair of wheels being mounted on the driven shaft, and all the other wheels mounted upon the driven shaft beingtast upon the driven shaft.

Another feature is the fact that the pair of wheels corresponding to the second highest speed is arranged at the driven side of the gear and directly adjacent to the bearings in which the shafts are mounted at this side of the gear in the gearcasing. The operating means of the gear is characterize'd by a combination of co-operating slides and locking members mounted therein by which during the movement of the main operating lever the operating rods or other members serving t effect' the speedl change, are automatically coupled with the slide or uncoupled therefrom at certain times, the arrangement being, for instance, such that when the operating lever is moved from the zero or middle position in one direction, an operating rod or other member which has -to be moved, is automatically coupled to the slide whilst another operating rod or like member is automatically uncoupled from the Fig. 5 is an elevation seen in direction of .arrow V, Fig. 2.

Figs. 6 and 7 are showing in a longitudinal section a -five speed change speed gear on line VI-VI of Fig. 7 and in a vertical section on line VII-VII of Fig. 6.

Figs. 8, 9, 10 and 11 show the operating means for shifting the clutches or other means by which change of speed ls effected.

=F1g18 is a. section on line VIII-VIII of Fig. 10 showing` the parts in the middle position.

9 is a cross section on line'IXJ-IX of' IFlg. 10 is a plan view showing the parts located under the section line X-f-X of Fig, 8, a part located above this line being indicated kby dotted lines.

Fig. 11 is a section similar to that shown in Fig. 8, the parts being shown shifted leftwardly of the middle position. f y

Referring rst to Fig. l, designates the driving shaft and 5 designates the driven shaft, the two shafts being coaxial. Tindicates a secondary or countershaft. Upon the driving shaft 5 is fast toothed wheel 4 which constantly meshes with a toothed wheel I4 fast upon the countershaft 1, the wheels 4 and I4 producing a constant drive of shaft 1 by shaft 5. The driven shaft 6 carries various other wheels arranged in a certain manner, namely, directly adjacent to the wheel 4 a loose Wheel I which gives the first speed and the wheels 2 and 3 of the second and third speeds, the wheels 2 and 3 being fast upon the driven shaft. In mesh with wheel I is a wheel I8 fast upon countershaft 1, whilst the wheels I2 and I3 meshing wlthwheels 2 and 3 are freely rotatably mounted upon the hub of wheel I8 ,extending to the rear end wall of the casing 22. These wheels are provided with clutch claws or coupling teeth so that they can be coupled individually with the hub of wheel I8 by shifting an intermediate coupling sleeve I8 provided with clutch claws 58 either to the left or to the right. The coupling sleeve I8 is splined on the clutch part 5| which is loosely keyed upon the hub of the wheel I8. Provided on the clutch part 5I as well as on the oppositely positioned wheels I2 and I3 are friction surfaces 52 which serve in the usual manner for synchronisin-g before the final engagement of the coupling sleeve IIB with clutch teeth '53 and 64 of the wheels I2 and I3. 85 are locking means for holding 'the coupling sleeve .I8 upon clutch part il in normal inoperative position. Between the driving. shaft 5 and the wheel I is provided a couplingl sleeve I1 having clutch claws 86 and being longitudinally slidably mounted upon clutch part 18 which is splined upon shaft 5. The clutch claws 65 are adapted to engage in one position corresponding clutchA claws 89 of the Wheel 4 and in the other position of the coupling sleeve I1 corresponding clutch claws 58 of the wheel I. For the reverse drive, a double toothed wheel 24, 24 is slidably mounted upon reverse drive shaft 23, said wheel being adapted to be displaced longitudinally. The one toothed part 24 meshes constantly with the wheel I8 of the countershaft 1 whilst the other toothed part 24 can be brought in mesh with the wheel |6of the shaft 8. In the casing cover 48 are longitudinally slid'able on stationary rods 21 the operating rods I9, 20 and 25 provided with the operating forks I9', 28' and 25'. When the coupling sleeves I1 and I8 which are operated by the operating rods I9 and 28 respectively. are in their inoperative middle position, as shown in the drawings, the gear runs idly, there being no power transmission from the driving shalt to the driven shaft. Inv this position the pall' of Wheels 4 and I4 and the wheels I and I8 of the first speed, as well as the countershaft 1 with the hub of wheel I8, run loosely, whilst all the other pairs of wheels stand still.

ed and consequently a very smooth run is attained.

Figs. 6 and 'l show the application of the invention to a five-speed gear in which the wheels are arranged in a similar manner as in connection with the four-speed gear illustrated in Figs. 1-5. The pair of wheels for the second speed is in this case arranged directly adjacent to the pair of wheels for the constant drive from the driving to the countershaft, and the pair of wheels of the fourth speed is arranged at the driven end near the bearing mounted in the wall of the casing. Such an arrangement is i1- lustrated in Figs. 6 and 7, in which the wheel 98 fast on the driving shaft 85 and the wheel 89 fast on the countershaft 81 provide the constant transmission. On the driven shaft 85 is loosely mounted directly adjacent the wheel 88 It will thus be seen that in this position only the wheel 98 which provides the second speed and is in engagement with the pinion 9| on theA countershaft 81. For the first speed, the wheels 92 and 93 are provided, the former being displaceably splined on the shaft 86 as it is employed for the reverse drive as well as for the first speed. For the third and fourth speeds, the wheel pairs 94, 95 and 96, 91 are provided, the wheels 95 and 91 being loosely mounted on the hub of the wheel 93, keyed to countershaft 81. The wheels 95 and 91 are adapted to be coupled with the said hub of the wheel 93 as desired, by means of the coupling sleeve 98 having clutch claws 99 adapted to engage with corresponding clutch teeth |88, I8I on the wheels 95 and 91 respectively. The coupling sleeve 98 is splined on the clutch part |82 which is loosely keyed upon the hub of the wheel 93. Provided on the clutch part |82 as well as on the oppositely positioned wheels 95 and 81 are friction surfaces y |83 which serve in the usual manner for synchronising before the final engagement of the coupling sleeve 98 with clutch teeth |88 and I8I of the Wheels 95 and 91. |84 are lock- .ing means for holding the coupling sleeve 98 upon clutch part 82 4in normal inoperative position. Between the wheels '88 and 98 there is provided a coupling sleeve |85 having clutch claws- |81 and being longitudinally slidably mounted upon clutch part |88 which is splined upon shatt 85. The clutch claws |81 of the coupling sleeve |85 can be brought in engagement with clutch claws |89 of wheel 88 or with clutch claws |I8 of wheel 98. For reverse drive a double toothed wheel III, III is provided upon the reverse shaft ||2. With the one wheel III meshes constantly the wheel 9| and with the other wheel I'II the slidable wheel 92 is engageable. For shifting the coupling sleeves |85 and 98 and the wheel 82 there are provided the operating forks II9, |28' and |25' respectively, which operating forks may be connected to operating rods similar to the operating rods I9, 28 and 25 of the gear construction of Figs. 1 to 5.

The device for operating the change speed gear as shown in Figs. 2, 3, 4, 5 and 8,l 9, 18, l1 is constructed as follows:

The main gear changing lever is provided with an operating finger 3| engaging -a slot formed in the slide 32. On each of the three operating rods I9, 28 and 25 are provided two upwardly directed projections 33 and 34 as clearly shown in Figs. 2,- 3, 4 and 5. These projections are disposed close to the slide 32 and are formed with recesses 35, 35 respectively for receiving coupling or locking members 31 and 38 respectively. The locking members are preferably constituted by si'nail rollers. The .projections 33 and 34 of all the operating rods I9, 29 and 25- are amused fairly close together so that in the idle run condition of the gear the recesses 35 and 33 each lie in a row transversely to the operating rod.

'I'his enables the locking rollers 31, 39, which are mounted in the slide 32 to be moved transversely and toI be brought into the longitudinal plane of one or other of the operating rods I9, 29, 24.' The projections 33 or 34, of the operating rods I9 and 29 corresponding to the forward speeds are arranged in staggered relation, that is, the projection 33 of the operating rod I9 lies in frontiof the projection 34 of the loperating rod 29 and the projection 33 of the operating rod 29 lies in front of the projection 34 of the operating rod I9. The loperating rod 25, which controls' thereverse speed, has its two projections 33 and 34 in the same vertical plane. The

slide 32 is slidably guided by means oi!l a groove 49 in a plate 39. The plate 39 also possesses an opening l4| into which a projection 42 formed upon the underside of the slide 32 projects. v There are also provided recesses 43, 44 in the. slide 32 which serve for the reception of the locking members 31 and 39. Above the slide 32 is located .a stationary locking plate 45 mounted in a cover pin 5| fixed to the gear cover 46. Moreover,4

the plate 39 has guide slots 52 extending transversely to the longitudinal direction of movement ofthe slide 32. These guide slots are engaged by stationary members 53. The plate 39 can,4

therefore, be moved transversely by means of the operating finger 3| as required for effecting operation of the various .operating rods or their projections 33,34 lying side by side.

The operation is as follows:

The operating iinger 3| is in constant engage-V ment with the plate 39 and the slide 32 so that plate 39 and slide 132 can be movedflrst transiciones Y wheels I9, 24 and via wheels 24, I5 tothe driven versely above the operating rods. This transverse movement is effected for selecting the speed and Aby this movementrthe locking members 31, 33

are moved into the projection 33 or 34 or the recesses 39 or 36 of these operating rods. If it now be assumed that the parts, which are shown' in Fig. 8 in the middle position of theoperatmg anger sl, engage with their looking 4members 31, 39 the recesses 35, 36 of :two

projections 33. 34 lying one behind the other,

of the' operating rods, then upon movement of v the control linger 3| and the simultaneous movement of the slide 32 in the forward direction,

that is leftwards, the locking member 31 will enter below plate 45 (Fig. 11) and consequently the slide 32 will carry the projection 33 and an operating rod whilst, during the same movement the locking member 39 lying behind will be released, sothat it will move from the projection 34 or out of its'recess 39, the Voperating rod to which this projection 34 belongs being stopped.

"Iiie'locking member 39 is,in this case, in the position as shown at the right hand 'side of Fig.

` rest position. l

l1. During-reverse movement, that is, during movement towards the-right, the other operating rod will be operated and the first mentioned operating rod will be stopped or moved into the To sum up, the following operations are' carried out in respect of each gear change.

Tol engage thefirst speed: The finger 3| is brought into alignment with the projection 33 of the operating rod I9 and then the slide .32 is shifted rearwardly so that -the coupling sleeve I1 engages the clutch claws 99 of the wheel I. Then the power transmission takes place from shaft 3 via wheels 4, I4, counter-shaft 1, wheels I9, I tothedrivenshaft 9.

To engage the second speed: The finger 3| is brought into alignment with the projection 33 of .the operating rod 29 and hen the slide 32 is forwardly so that the coupling sleeve I9 engages .the clutchclaws 93 of the wheel I2. Then the power transmission takesplace from shaft 5 via wheels 4, I4. countershaft 1 and via wheels l2. 2 to driven shaft 5.

To engage the third speed: VThe nger 3| is brought into alignment with the projection 34 of the operating rod 29 and then the slide 32 is shifted rearwardly so that the coupling sleeve I3 engages the clutch claws 94 of the wheel I3.

Then the power transmission takes place from shaft 5 via wheels 4, I4, countershaft 1, via wheels I3, 3 to driven shaft 6.

To engage the fourth -speed (direct drive): The nger 3| is brought into line with the projection 33 of the operation rod I9 and then the slide 32 is shifted forwardly so that the. cou- 4pling sleeve |1 engages the clutch claws 99 of shaft 9 which latter rotates now in the reverse direction.

|'Ihe'operation of the gear shown in Figs. 6 and? (for ilve forward speeds and reverse speed) is similar to the above operation for a four speed change speed gear, the following sets of wheels being;in this case employed for the respective speeds: For 1st speed: wheels 4, I4 and wheels 93', 92, For 2nd speedrwheels 4, I4`and wheels 9|; 99, For 3rd speed: wheels 4, I4 and wheels 95, 94, For 4th speed: wheels 4,'I4 and wheels 91,99. For 5th speed: the coupling sleeve |99 of driven shaft 99 and clutch claws |09 of driving shaft 95,

AFlor reversespeed: wheels 4, I4, 9|,.III, III, 92.

o toothed wnooiaxeeiy-moontod upon tno anving shaft: a toothed wheel fixedly mounted upon the said conmtershaft, said two toothed wheels being permanently in engagement, whereby said coimtemhaft is constantly driven by said driving shaft: a plurality of pairs of co-operating toothed wheels carried by said driven and countershafts for obtaining various ratios of transmission from the' driving to the driven shaft; the pair of toothed wheels giving the highest ratio of transmission, that is, the lowestrspeed of the driven shaft, being mounted directly adjacent to said pair of toothed wheels flxedly mounted upon the driving shaft and the countershaft, and comprising a toothed Wheel loosely mounted upon the driven shaft and adapted to be coupled thereto; all the remaining toothed Wheels mounted upon the driven shaft being xed thereto and their cooperating toothed Wheels being loosely mounted on the countershaft; the pair of toothed wheels giving the second highest speed of the driven shaftl being mounted directly adjacent to the bearings at the side of the casing at which the driven shaft emerges fromvthe casing.

2. In a change speed gear for power driven vehicles of the kind referred to, control means for providing several gear drives comprising: shafts;

clutch members slidably mounted upon said shafts; operating rods operatively connected with said clutch members and slidable parallel to said shafts; a main control lever adapted to move both longitudinally and transversely with regard to said operating rods; a rst slide adapted to move transversely to said operating rods; a sec--r ond slide adapted to move longitudinally with regard to and guided in said first slide said second slide being operatively connected with said main control lever; locking members mounted in said second slide and in said operating rods for coupling said rods to said slide; and a 1ock' Ving plate located directly above said second slide for controlling said locking members.

3. In a change speed gear for power driven vehicles'of the kind referred to, control means fon providing several gear drives comprising: shafts; clutch members slidably mounted upon said shafts; operating rods operatively connected with said clutch members and sliJable parallel to said shafts; a main control lever adapted to move both longitudinally and transversely with regard to said operating rods, a rst slide adapt-4 ed to move transverselyrto said operating rods; a second slide adapted to move longitudinally with regard to and guided in said ilrst slide, said second slide being operatively connected with said main control lever, locking members mounted in said second slide and in said operating rods for coupling said rods to said slide; and a locking plate located directly above said second slide for controlling said locking members, said locking members being constituted by rollers and said second slide being formed with a gate.

ALBERT MAIER. 

